Narrative:

The flight operated normally until on final approach to hnl runway 4R. On final approach after being cleared to land by the tower I tuned the ground frequency into what I thought was the inactive standby position on the number one radio. After a normal landing rolling out at the end of runway 4R the captain exited the runway as much as was possible. However due to the close proximity the hold short markings for runway 8L when we stopped at the hold short line for 8L the entirety of our aircraft had not completely cleared 4R. We had stopped short of 8L because we had not heard a clearance to cross this active runway. During this entire process from the time that I had selected ground control to the active radio frequency we had not picked up on the fact that we were not on the tower frequency. While stopped short of 8L; in the background we heard tower clear us to cross 8L; I then transmitted on ground and they told us to go back to the tower frequency. Upon hearing the instructions in the background on ground frequency the captain considered crossing 8L; and advanced the throttles and we moved about 3 ft; but since there was no direct contact with the tower controller that issued the clearance to cross 8L; the captain wisely decided it was not a valid clearance to cross 8L and stopped the aircraft. We were now approximately 3 ft across the hold short line for 8L; and we still had not completely exited 4R. I flipped the switch on the number one radio head and assumed that we were back with the tower. However since I had tuned the ground control frequency over the tower frequency we were still on the approach frequency. In a two second conversation with approach control I corrected that problem and selected the correct tower frequency. By the time we were on the correct tower frequency they were issuing go-around instructions to the flight behind us that was attempting to land. We were then instructed by tower to cross 8L and contact ground. We did as instructed and taxied to the gate without further incident. Pilot actions taken to avoid this problem should have been to closely look at what frequencies were selected and tune the right frequency into the correct position on the radio frequency selector. There are two contributing factors to this miss communication problem. First of all; the light diode that depicts which frequency as the active frequency on all of the radios is very dim. Better lighting indicating which frequency is active would help to avoid errors. The second problem with this scenario is the close proximity of the tower frequency of 118.1 and the approach frequency of 118.3.

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Original NASA ASRS Text

Title: Unable to exit the runway due to encroachment on intersecting runway and a mis-tuned radio; a B767 flight crew caused a following aircraft to go-around.

Narrative: The flight operated normally until on final approach to HNL Runway 4R. On final approach after being cleared to land by the Tower I tuned the ground frequency into what I thought was the inactive standby position on the number one radio. After a normal landing rolling out at the end of Runway 4R the Captain exited the runway as much as was possible. However due to the close proximity the hold short markings for Runway 8L when we stopped at the hold short line for 8L the entirety of our aircraft had not completely cleared 4R. We had stopped short of 8L because we had not heard a clearance to cross this active runway. During this entire process from the time that I had selected ground control to the active radio frequency we had not picked up on the fact that we were not on the tower frequency. While stopped short of 8L; in the background we heard tower clear us to cross 8L; I then transmitted on ground and they told us to go back to the tower frequency. Upon hearing the instructions in the background on ground frequency the Captain considered crossing 8L; and advanced the throttles and we moved about 3 FT; but since there was no direct contact with the tower controller that issued the clearance to cross 8L; the Captain wisely decided it was not a valid clearance to cross 8L and stopped the aircraft. We were now approximately 3 FT across the hold short line for 8L; and we still had not completely exited 4R. I flipped the switch on the number one radio head and assumed that we were back with the tower. However since I had tuned the ground control frequency over the tower frequency we were still on the approach frequency. In a two second conversation with approach control I corrected that problem and selected the correct tower frequency. By the time we were on the correct tower frequency they were issuing go-around instructions to the flight behind us that was attempting to land. We were then instructed by tower to cross 8L and contact ground. We did as instructed and taxied to the gate without further incident. Pilot actions taken to avoid this problem should have been to closely look at what frequencies were selected and tune the right frequency into the correct position on the radio frequency selector. There are two contributing factors to this miss communication problem. First of all; the light diode that depicts which frequency as the active frequency on all of the radios is very dim. Better lighting indicating which frequency is active would help to avoid errors. The second problem with this scenario is the close proximity of the tower frequency of 118.1 and the approach frequency of 118.3.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.